WO2014115579A1 - Vehicle body front structure - Google Patents

Abstract

Provided is a vehicle body front structure in which the effect of a front side-member on collision performance can be prevented or controlled, and a connecting member, which connects the front side-member and a fender apron, can suppress vehicle body deformation caused by a minor wrap collision. The vehicle body front structure (10) is provided with: a front side-member (12) having a front flange (30) formed at the vehicle front end thereof; a crash box (14) that, via the rear flange (40) formed at the vehicle rear end thereof, connects to the front flange (30); and a connecting member (46) in which the vehicle rear end thereof connects to the fender apron (44), and a joining plate (52), which is formed at the vehicle front-end side thereof, joins together with the front flange (30) when sandwiched between the front flange (30) and the rear flange (40). Closer to the rear-end side thereof than the front-end side thereof, the connecting member (46) is inclined such that the front-end side of a section on the outside, in the vehicle width direction of the front side-member (12), separates outwardly, in the vehicle width direction, from the front side-member (12).

Description

Body front structure

The present invention relates to a vehicle body front structure.

There is known a structure in which a vehicle front end of a pipe member whose vehicle rear end is fixed to an upper member along the upper edge of the fender apron is fixed to the lower member in a state of passing through a front side frame (for example, Japanese Patent Application Laid-Open No. 2009-2009). -171032). Further, a structure is known in which a connecting member is attached to the front end portion of the apron reinforcement, and a surface portion attached to the front end of the connecting member is fastened between the front side frame and the crash can (for example, a special feature). No. 2005-231435).

In the configuration of Patent Document 1, a through hole is formed in the front side frame, and the through hole affects the energy absorption characteristics at the time of a frontal collision by the front side frame. For this reason, a dedicated collision design is required for the front side frame in which the through hole is formed. In the configurations of Patent Documents 1 and 2, since the front end of the front side frame and the front end of the surface portion form a straight line along the vehicle width direction in a plan view, a minute lap collision There is room for improvement from the viewpoint of suppressing cabin deformation.

The present invention prevents a vehicle body deformation caused by a minute lap collision by a connecting member that connects the front side member and a fender apron portion while preventing or suppressing the influence on the collision performance by the front side member. The purpose is to obtain a partial structure.

The vehicle body front structure according to the first aspect of the present invention is joined to the front flange in a front side member having a front flange formed on the front side in the vehicle front-rear direction and a rear flange formed on the rear side in the vehicle front-rear direction. The crash box and the rear side in the vehicle front-rear direction are joined to the fender apron part, and the joining plate part formed on the front side in the vehicle front-rear direction is sandwiched between the front flange and the rear flange. The front side in the vehicle front-rear direction of the portion that is joined to the front flange and is located on the outer side in the vehicle width direction with respect to the front side member is a vehicle width from the front side member on the rear side of the front side in the vehicle front-rear direction in plan view. And a connecting member that is inclined so as to be separated outward in the direction.

According to the above aspect, the connecting member connects the fender apron portion and the vehicle front end side of the front side member. That is, the connecting member is supported by the vehicle body on the outer side in the vehicle width direction with respect to the front side member and on the vehicle front side with respect to the fender apron portion. For example, when a frontal collision (hereinafter referred to as “micro lap collision”) in which a load is input to the outer side in the vehicle width direction with respect to the front side member occurs, the connecting member (a portion inclined in plan view on the front end side) is Interfere with the opponent. Thereby, the own vehicle and the collision partner are shifted in the vehicle width direction, and the intrusion of the collision partner into the vehicle body of the own vehicle is suppressed.

Here, the joining plate portion of the connecting member is sandwiched between the front flange of the front side member and the rear flange of the crash box, and is joined to at least the front flange. For this reason, it is possible to provide the connecting member while preventing or suppressing the influence of energy absorption characteristics (collision performance against frontal collision) at the time of collision by the crash box or the front side member.

As described above, in the vehicle body front structure according to the above aspect, the vehicle body caused by micro lap collision is prevented by the connecting member that connects the front side member and the fender apron part while preventing or suppressing the influence on the collision performance by the front side member. Deformation can be suppressed.

In the above aspect, the connecting member is configured to include a main body in which a cross section orthogonal to the longitudinal direction is a closed cross-sectional structure and the joint plate portion is joined to the front side in the vehicle longitudinal direction. Further, a configuration may be adopted in which two plate members each joined to the main body by arc welding in a state of sandwiching the main body in a cross-sectional view are included.

According to the above aspect, the joining plate portion is configured to include two plate materials, and each of the two plate materials is joined to the main body of the closed cross-sectional structure by arc welding. Thereby, a joining board part and the main body of a closed cross-section structure are joined firmly.

In the above aspect, the connecting member has the joining plate portion fastened together with the front flange and the rear flange by a fastener, and the rear side in the vehicle front-rear direction is fastened to the fender apron portion by a fastener. It is good also as a structure.

According to the above aspect, since the connecting member is joined to the front side member and the fender apron portion in the fastening structure both front and rear, it is easy to share the vehicle body structure with the vehicle that does not include the connecting member.

In the above aspect, the front flange may have a side wall portion facing the inner side surface of the front side member in the vehicle width direction.

According to the above aspect, in the case of a minute lap collision, a load facing backward from the vehicle is input to the connecting member (inclined portion in plan view) from the collision partner. Then, the front end of the front side member is pulled outward in the vehicle width direction by the connecting member displaced (deformed) rearward of the vehicle. Furthermore, the front end side of the front side member is pushed outward from the inner side in the vehicle width direction by the side wall portion of the front flange. As a result, the shift in the vehicle width direction between the host vehicle and the collision partner is promoted.

In the above aspect, the joining plate portion may be joined to the front flange at least at an inner portion in the vehicle width direction with respect to the vehicle width direction center of the front side member.

According to the above aspect, when a vehicle rearward load is input from the collision partner to the connecting member in the case of a minute lap collision, the front end of the front side member is displaced by the connecting member that is displaced (deformed) rearward of the vehicle. Pulled outward in the direction. At this time, the front end portion of the front side member is effectively pulled outward in the vehicle width direction at the inner portion in the vehicle width direction where the connecting member is joined. Thereby, the shift | offset | difference to the vehicle width direction of the own vehicle and the collision other party is accelerated | stimulated.

In the above aspect, the joining plate portion may be joined to the front flange at an inner portion and an outer portion in the vehicle width direction with respect to the vehicle width direction center of the front side member.

According to the above aspect, when a vehicle rearward load is input from the collision partner to the connecting member in the case of a minute lap collision, the front end of the front side member is displaced by the connecting member that is displaced (deformed) rearward of the vehicle. Pulled outward in the direction. At this time, the front end of the front side member is effectively pulled outward in the vehicle width direction while sharing the load at both the inner and outer portions in the vehicle width direction where the connecting members are joined. Thereby, the shift | offset | difference to the vehicle width direction of the own vehicle and the collision other party is promoted effectively.

According to the present invention, it is possible to suppress deformation of the vehicle body due to a micro lap collision by the connecting member that connects the front side member and the fender apron part while preventing or suppressing the influence on the collision performance by the front side member. It has an excellent effect.

It is a perspective view which expands and shows the principal part of the vehicle body front part structure which concerns on embodiment of this invention. 1 is a perspective view showing a schematic overall configuration of a vehicle body front structure according to an embodiment of the present invention. It is a top view which expands and shows the principal part of the vehicle body front part structure which concerns on embodiment of this invention. It is a side view which expands and shows the principal part of the vehicle body front part structure which concerns on embodiment of this invention. FIG. 5 is a cross-sectional view taken along line 5-5 in FIG. FIG. 6 is a cross-sectional view taken along line 6-6 in FIG. FIG. 7 is a cross-sectional view taken along line 7-7 in FIG. It is a top view which shows typically the operation | movement at the time of the micro lap collision with respect to the vehicle body front part structure concerning the 1st Embodiment of this invention. It is a top view showing typically the state where the crush box was compressed at the time of the minute lap collision with the body front part structure concerning a 1st embodiment of the present invention. It is a top view which shows typically the state in which a barrier interferes with a connection member at the time of the micro lap collision with respect to the vehicle body front part structure concerning the 1st Embodiment of this invention. FIG. 3 is a plan view schematically showing a state in which a load acts on the front side member from the connecting member at the time of a minute lap collision with the vehicle body front structure according to the first embodiment of the present invention. It is a top view showing typically the state where the front side member broke by the load from a connecting member at the time of the minute lap collision with the vehicle body front part structure concerning a 1st embodiment of the present invention. It is a perspective view which expands and shows the principal part of the vehicle body front part structure which concerns on the 2nd Embodiment of this invention. It is a top view which expands and shows the principal part of the vehicle body front part structure which concerns on the 2nd Embodiment of this invention. It is a side view which expands and shows the principal part of the vehicle body front part structure which concerns on the 2nd Embodiment of this invention. It is a perspective view which removes the bumper reinforcement of the vehicle body front part structure concerning the 2nd Embodiment of this invention, a crash box, etc., and shows a principal part.

[First Embodiment]
A vehicle body front structure 10 according to a first embodiment of the present invention will be described with reference to FIGS. In addition, the arrow FR described appropriately in the figure is the forward direction in the vehicle front-rear direction, the arrow UP is the upward direction in the vehicle vertical direction, the arrow RH is the right direction (one in the vehicle width direction) side when facing the front direction, Arrows LH respectively indicate the left direction (the other in the vehicle width direction) side when facing the front direction. In the following description, when using the front / rear, up / down, and left / right directions unless otherwise specified, the front / rear direction of the vehicle, the up / down direction of the vehicle up / down direction, and the left / right direction in the traveling direction are shown.

[Basic configuration of the front of the car body]
FIG. 2 is a perspective view showing a schematic configuration of the front portion of the automobile A to which the vehicle body front structure is applied. As shown in this figure, the vehicle body B of the automobile A includes a pair of left and right front side members 12. Each front side member 12 is elongated in the front-rear direction and is arranged in parallel in the vehicle width direction. Each front side member 12 is joined via a crash box 14 to a bumper reinforcement 16 which is elongated in the vehicle width direction. That is, the front end of the left and right crash boxes 14 is stretched over the bumper reinforcement 16.

The bumper reinforcement 16 in this embodiment has a B-shaped cross section in a cross-sectional view orthogonal to the longitudinal direction. Specifically, the front panel 16F is joined to the above-mentioned flanges of the rear panel 16R in which a pair of upper and lower recesses opening forward is formed between the upper, middle, and lower three flanges. A bumper reinforcement 16 having a B-shaped cross section is formed. In addition, it is set as the recessed part opened backward between upper and lower closed cross-section parts. Although not shown, a bead that protrudes rearward (inward of the closed cross section) so as to open forward is formed in the vehicle width direction so as to open forward at a portion of the front panel 16F that forms the front wall of the upper and lower closed cross sections. It may be formed. With the structure exemplified in this way, the bumper reinforcement 16 is configured to have high rigidity and strength against bending.

Further, a radiator support 18 is attached between the front portions of the left and right front side members 12. The radiator support 18 includes a portion that forms a rectangular frame when viewed from the front by joining the opposite ends of the upper member 18U and the lower member 18L in the vehicle width direction with a pair of left and right side members 18S. Yes. In this embodiment, there is provided a center member 18C that connects between the center portions in the vehicle width direction of the upper member 18U and the lower member 18L. Note that the side member 18S in this embodiment has a projecting portion projecting outward in the vehicle width direction, and the projecting portion is sandwiched between a front flange 30 and a rear flange 40 described later together with a flange 52F described later. These are fastened together (see FIG. 5).

On the other hand, the rear end side of each front side member 12 is joined to a dash panel 20 that partitions the engine compartment E and the cabin C. More specifically, the rear portion of the front side member 12 is a kick portion 12K that is inclined so as to be positioned lower on the rear side than the front side, and the kick portion 12K is joined to the dash panel 20 on the front side. Has been. The rear lower end of the kick portion 12K is connected to a floor under reinforcement that is joined to the lower side of the floor panel (not shown). A tunnel portion 20T connected to the floor tunnel T is formed at the center of the dash panel 20 in the vehicle width direction.

A fender apron 22 is provided on the outer side in the vehicle width direction with respect to each front side member 12. In this embodiment, each fender apron 22 forms a wheel house H in which a front wheel (not shown) is housed so as to be steerable, and a suspension tower 22S is integrally formed. Each suspension tower 22S is configured to support an upper end portion of a suspension (not shown) that supports a front wheel housed in the wheel house H. Furthermore, a suspension member 24 for supporting the above suspension is attached to each front side member 12. In this embodiment, the suspension member 24 is an I-type suspension member that is longitudinal in the vehicle width direction. At both ends in the vehicle width direction, lower arms (not shown) that constitute the suspension are arranged around an axis along the front-rear direction. It is designed to be able to rotate.

The suspension member 24 is joined to the front side member 12 at a plurality of locations separated forward and backward. Specifically, the front portions at both outer ends in the vehicle width direction of the suspension member 24 are joined from below to the middle portion of the front side member 12 in the front-rear direction via the arm member 24A. On the other hand, although not shown, the rear portions at both outer ends of the suspension member 24 in the vehicle width direction are joined directly or indirectly to the rear lower end portion of the kick portion 12K of the front side member 12.

Further, the inner end in the vehicle width direction and the lower end in the vertical direction of each fender apron 22 are joined to the front side member 12. On the other hand, the fender apron 22 is joined to an apron upper member 26 which is a skeleton member elongated in the front-rear direction at the outer end in the vehicle width direction and the upper end in the up-down direction. Each apron upper member 26 is disposed along the outer end in the vehicle width direction at the front upper portion of the vehicle body B, and the rear end portion is joined to a cowl portion (not shown). In other words, the rear end of the apron upper member 26 is supported by the dash panel 20 via the cowl portion. Further, the front end side of each apron upper member 26 is connected to the upper end (the outer end portion of the upper member 18U in the vehicle width direction) of the side member 18S constituting the radiator support 18 via the extension 28.

Although details will be described later, a front flange 30 for joining to the crash box 14 is provided at the front end of each front side member 12. The front flange 30 is formed in a substantially hat shape in plan view that opens rearward, and is a member that is long in the vertical direction. The front flange 30 protrudes downward with respect to the front side member 12. The lower portion of each front flange 30 and the outer end portion in the vehicle width direction at the front portion of the suspension member 24 are connected by a lower member 32 that is a long member in the front-rear direction.

On the other hand, a flange 34F provided at the rear end of the pipe member 34 that is long in the front-rear direction is joined to the front surface in the lower part of each front flange 30 by fastening in the front-rear direction. Each pipe member 34 is joined by fastening with a fastener 39 such as a bolt or a nut shown in FIG. The front end of the left and right pipe members 34 is bridged by a lower bumper reinforcement 36.

In the configuration described above, in the engine compartment E, a power unit P (see FIG. 3) that is a drive source of the automobile A is arranged. The power unit P is directly or indirectly supported by structural parts of the vehicle body B such as the left and right front side members 12 and the suspension member 24. The power unit P is disposed between the left and right front side members.

[Main part configuration]
(Flange fastening structure)
Since the main part of the vehicle body front structure 10 is basically configured symmetrically, in the following description, the structure on the left side will be mainly described. As shown in FIG. 1, the front flange 30 is joined to the front end of the front side member 12. The front flange 30 includes at least a flange main body 30F facing forward, a pair of side walls 30S extending rearward from both left and right ends of the flange main body 30F, and a bottom wall 30B connecting the flange main body 30F and the pair of side walls 30S. ing.

As shown in FIGS. 3 and 6, a plurality of weld nuts 38 (in this embodiment, four so as to form a vertically long rectangular shape in front view) are provided on the rear surface of the flange main body 30 </ b> F. . Further, as shown in FIGS. 3 and 5, the side wall 30S on the inner side in the vehicle width direction of the front flange 30 is arranged in contact with or in close proximity to the side surface 12S1, which is the inner surface facing the inner side in the vehicle width direction of the front side member 12. Has been. The side wall 30S on the inner side in the vehicle width direction corresponds to the side wall portion.

On the other hand, as shown in FIG. 1, a rear flange 40 is provided at the rear end of the crash box 14. The rear flange 40 is configured such that the peripheral wall 40S projects forward from the periphery of the flange body 40F. Although illustration is omitted, a bolt through hole is formed in the flange body 40F at a position corresponding to the weld nut 38 of the flange body 30F.

The crush box 14 is joined to the front end of the front side member 12 by fastening the rear flange 40 to the front flange 30 by a bolt 42 screwed into the weld nut 38. A flange 52F as a joining plate portion of a connecting member 46 described later is sandwiched between the rear flange 40 of the crash box 14 and the front flange 30 of the front side member 12, and are fastened together. Yes.

It should be noted that the four fastening portions by screwing the weld nut 38 and the bolt 42 are divided into upper and lower sides with respect to a center line that divides the cross section vertically in the cross-sectional view perpendicular to the longitudinal direction of the front side member 12, and It is arranged on each of the left and right sides with respect to the center line.

(Apron upper member)
An end plate 44 having a forward plate shape is joined to the front end of the apron upper member 26. The end plate 44 extends inward in the vehicle width direction along the front edge of the fender apron 22 from the joint portion with the apron upper member 26, and is also joined to the front edge of the fender apron 22. An outer end in the vehicle width direction, which is a joint between the end plate 44 and the apron upper member, is a rectangular plate portion 44A having a substantially square shape when viewed from the front. A portion of the end plate 44 that is also joined to the front edge of the fender apron 22 has a substantially arcuate shape when viewed from the front, and is connected to an inner end and a lower end of the rectangular plate portion 44A.

In this embodiment, the structure in which the fender apron 22, the apron upper member 26, and the end plate 44 are joined, or one or two of these members alone corresponds to the fender apron portion of the present invention. .

(Connecting member)
The vehicle body front structure 10 includes a connecting member 46 that connects the front end of the apron upper member 26 and the front end of the front side member 12. The connecting member 46 has as its main parts a pipe portion 48 as a main body having a closed cross-sectional structure, a rear flange 50 provided at the rear end of the pipe portion 48, and a front side joint portion 52 provided at the front end of the pipe portion 48. It is configured.

As shown in FIGS. 3 and 4, the rear flange 50 is joined to the rectangular plate portion 44 </ b> A of the end plate 44 by fastening with a bolt 58 and a weld nut 59, so that the apron upper member 26. It is joined to the front end. That is, the connecting member 46 is joined to the apron upper member 26 via the end plate 44. Therefore, the fastening direction of the connecting member 46 with respect to the apron upper member 26, that is, the end plate 44 is substantially coincided with the front-rear direction.

As shown in FIG. 1, the pipe portion 48 is formed by bending a pipe material, for example, and connects the front end of the apron upper member 26 and the front end of the front side member 12, which have different positions in the front-rear direction, the vertical direction, and the vehicle width direction. Therefore, it is curved as will be described later. In this embodiment, the pipe part 48 is formed so that the rear part 48R, the intermediate part 48C, and the front part 48F are connected in this order from the rear.

The rear portion 48R is formed in an arc shape in a side view, and the upper rear end is disposed so that the front-rear direction is a tangential direction, and the rear flange 50 is joined. The front portion 48F is formed in a straight line shape so as to be separated from the front side member 12 to the outside in the vehicle width direction on the rear side rather than the front side in plan view, and the front end 48FF is forward on the outer side in the vehicle width direction of the crash box 14. And it is set as the opening end opened toward the vehicle width direction inner side. The intermediate part 48C is formed so as to connect the rear part 48R and the front part 48F. Specifically, the intermediate portion 48C smoothly smoothes the straight portion extending forward and downward along the tangential direction at the front lower end of the rear portion 48R, and the front lower end of the straight portion and the rear end of the front portion 48F (respectively And arcuate portions that connect (so as to form a boundary along the tangential direction).

In the plan view, as shown in FIG. 3, the pipe portion 48 has a rear portion 48 </ b> R mainly formed in a straight line along the front-rear direction, and the intermediate portion 48 </ b> C and the front portion 48 </ b> F are located on the front side on the rear side of the front side. It is formed in a straight line inclined so as to be separated from the member 12 outward in the vehicle width direction. In this plan view, the end portion of the front portion 48F on the inner side in the vehicle width direction of the front end 48FF (hidden in a flange 52F described later in FIG. 1) in the vehicle width direction with respect to the joint portion between the front side member 12 and the crash box 14 Located outside (near).

Further, as shown in FIG. 4, the pipe portion 48 has a front portion 48 </ b> F (mainly a portion hidden by a flange 52 </ b> F described later in FIG. 4) along a substantially horizontal plane (longitudinal direction of the front side member 12). The horizontal part. And the front side junction part 52 is joined to this substantially horizontal front part 48F. In other words, a portion extending rearward along the longitudinal direction (horizontal direction) of the front side member 12 in a side view from the front side joining portion 52 in the main body portion is the front portion 48F, and the front portion 48F is the horizontal portion of the present invention. It corresponds to.

The front joint portion 52 includes a flange 52F that is fastened to the rear flange 40 of the crash box 14 and the front flange 30 of the front side member 12, and a pipe joint portion 52C that is joined to the front portion 48F of the pipe portion 48. It consists of Specifically, as shown in FIGS. 1 and 3 to 5, the front joint portion 52 has a two-member configuration of a main panel 54 and a reinforcing panel 55 as plate members, respectively. The flange 52F is constituted by the main panel 54, is formed in a flat plate shape facing forward, and is formed with four bolt through holes (not shown) through which the bolts penetrate. From the peripheral edge of the main panel 54, a peripheral wall 54S is configured to protrude short forward.

A portion of the main panel 54 that forms the flange 52F on the outer side in the vehicle width direction is inclined along the longitudinal direction of the front portion 48F of the pipe portion 48, and is semicircular so as to cover the rear of the front portion. A recess 54N that is recessed is formed. As shown in FIG. 7, the reinforcing panel 55 has a hat shape in cross section so as to surround the pipe portion 48 fitted in the recess 54N. Accordingly, the pipe joint portion 52 </ b> C is configured such that each of the main panel 54 and the reinforcing panel 55 projects on both sides in the vertical direction with respect to the pipe portion 48.

And the pipe joint part 52C joins the pipe part 48 and the front side joining part 52 by welding each part in the state which covered the reinforcement panel 55 in the pipe part 48 in which the front part 48F was fitted by the recessed part 54N. ing. More specifically, the arc welded portion AW1 shown in FIG. 7 is reinforced by performing long (continuous or intermittent, the same applies hereinafter) welding in the longitudinal direction of the front portion 48F (direction orthogonal to the cross section shown in FIG. 7). The panel 55 and the main panel 54 are joined. Moreover, in the arc welding part AW2, the main panel 54 and the front part 48F of the pipe part 48 are joined by welding long in the longitudinal direction of the front part 48F. Furthermore, in the arc welding part AW3, the reinforcing panel 55 and the front part 48F of the pipe part 48 are joined by performing long welding in the longitudinal direction of the front part 48F.

The reinforcing panel 55 is overlapped with the main panel 54 at two locations straddling the concave portion 54N vertically, and the arc welded portion AW1 is fillet welded (lap joint) along the upper and lower edge portions of the reinforcing panel 55. . Further, a long hole 55H that is long in the longitudinal direction of the front part 48F is formed at the middle part in the vertical direction of the reinforcing panel 55, and the arc welded part AW3 is welded along the bottom edge of the long hole 55H (overlapping). Joints). On the other hand, the arc welded portion AW2 is formed by arc welding the open end of the recess 54N and the peripheral surface of the pipe portion 48 (the front portion 48F) along the longitudinal direction of the front portion 48F.

The front joint 52 can be regarded as a structure in which the flange 52F is a one-member structure of the main panel 54 and the pipe joint 52C is a two-member structure of the main panel 54 and the reinforcing panel 55.

The connecting member 46 described above is such that the rear flange 50 is joined to the end plate 44 by fastening from the front, and the flange 52F of the front side joining portion 52 is sandwiched between the rear flange 40 and the front flange 30. It is tightened together. Thereby, the connection member 46 is configured to connect the front end of the apron upper member 26 and the front end of the front side member 12.

In other words, the connecting member 46 in this embodiment can be regarded as a skeletal member supported by the front side member 12 and the apron upper member 26 in a state of protruding outward in the vehicle width direction with respect to the front side member 12. is there. As shown in FIG. 3, the connecting member 46 is configured to protrude to the outside in the vehicle width direction with respect to the bumper reinforcement 16. Thereby, the connection member 46 can be regarded as a substantial input portion of the collision load in the collision mode of the front side member 12 to the outer side in the vehicle width direction.

In this embodiment, as described above, a part of the front end side of the connecting member 46, that is, the front part 48F of the pipe part 48, the intermediate part 48C, and the pipe joint part 52C of the front side joint part 52 are more than the front side in plan view. The rear side is inclined so as to be separated from the front side member 12. Further, as shown in FIG. 3, the front end 48 FF of the pipe portion 48 constituting the connecting member 46 projects forward from the front end of the front side member 12.

(Spacer)
As shown in FIGS. 1 and 3, a spacer 56 is provided on the inner side in the vehicle width direction with respect to the connecting member 46 on the side surface 12 </ b> S <b> 2 facing outward in the vehicle width direction of the front side member 12. In other words, the spacer 56 is disposed in a portion located between the front side member 12 and the connecting member 46 in plan view. Further, as shown in FIG. 4 which is a side view, the spacer 56 is disposed so as to overlap with the front side member 12 and a part of the front end side of the connecting member 46 in the vertical direction.

More specifically, the spacer 56 overlaps the front portion 48F of the pipe portion 48 constituting the connecting member 46 in the vehicle width direction and the vertical direction when viewed from the front (indicated by the arrow X in FIG. 3). It overlaps in the back-and-forth direction and the up-and-down direction as viewed (indicated by arrow Y in FIG. 3, FIG. 4). That is, the spacer 56 is disposed to face the front portion 48F of the pipe portion 48. In addition, the spacer 56 can be regarded as being disposed so as to face the pipe joint portion 52 </ b> C as the facing surface portion of the front side joint portion 52 of the connecting member 46.

As a result, when the connecting member 46 is deformed by receiving a backward load, the front portion 48F of the pipe portion 48 constituting the connecting member 46 (the portion of the front joint portion 52 into which the fitting portion 46 is fitted) becomes the spacer 56. It is the structure which interferes. The spacer 56 has an inclined surface 56 </ b> C that is inclined so that the portion where the deformed connecting member 46 interferes faces both the vehicle width direction outer side and the front side in a plan view.

The spacer 56 is joined to a portion of the front side member 12 located slightly forward with respect to the power unit P, and protrudes outward from the side surface 12S2 of the front side member 12 in the vehicle width direction. In this embodiment, as a joining structure of the spacer 56 to the front side member 12, as shown in FIGS. 3 and 4, fastening by a fastener including a bolt 60 in a flange 56 </ b> F projecting forward and backward in the spacer 56 is employed. .

The spacer 56 is configured to function as a load transmission member that transmits the load from the connecting member 46 to the front side member 12 when the connecting member 46 interferes as described above. With this load transmission, as will be described in the operation of this embodiment described later, the front side member 12 is configured to bend in the vicinity of the power unit P.

The spacer 56 only needs to function as a load transmission member as described above, and can be configured using a light (low density) material such as aluminum (or an alloy thereof) or resin.

[Action]
Next, the operation of the first embodiment will be described.

(Action at the time of micro lap collision)
About the operation in the case where a micro lap collision, which is a collision of a collision body (barrier Br) colliding with the front side member 12 on the outer side in the vehicle width direction, occurs in the automobile A to which the vehicle body front structure 10 having the above configuration is applied. This will be described with reference to FIG. In the illustrated example, the case where the barrier Br collides with the outer side in the vehicle width direction of the left front side member 12 is shown. In FIG. 8B to FIG. 8E, illustration of bumper reinforcement etc. after the collision is omitted.

In the initial stage of the above-described minute lap collision, as shown in FIG. 8A, a backward load is input from the barrier Br to the outer side portion of the front side member 12 in the bumper reinforcement 16 in the vehicle width direction. When a collision load is transmitted to the crash box 14 by the high-strength bumper reinforcement 16 having a B-shaped cross section as described above, the crash box 14 is compressed in the front-rear direction as shown in FIG. 8B. Thereby, energy absorption at the initial stage of the collision is achieved.

Next, as shown in FIG. 8C, when the barrier Br reaches a portion where it interferes with the connecting member 46, a load Fy inward in the vehicle width direction is applied to the front portion 48F inclined in a plan view of the pipe portion 48 of the connecting member 46. Occurs. This load Fy acts as a force in a direction in which the automobile A and the barrier Br are separated in the vehicle width direction. That is, the interference between the connecting member 46 and the barrier Br causes a shift in the vehicle width direction between the automobile A and the barrier Br, and the passing between the automobile A and the barrier Br is promoted. Thereby, the penetration | invasion into the motor vehicle A of the barrier Br is suppressed.

Further, when the barrier Br pushes the connecting member 46 rearward, the front end of the front side member 12 is pulled outward in the vehicle width direction by the connecting member 46 deformed or displaced rearward (force Fo in FIG. 8D). On the other hand, as shown in FIG. 8D, when the connecting member 46 further deformed by the load from the barrier Br interferes with the spacer 56, the front side member 12 is pushed inward in the vehicle width direction by the spacer 56 (the force of FIG. 8D). Fi). As a result, as shown in FIG. 8E, the front side member 12 is bent at the inner side in the vehicle width direction at the portion located on the outer side in the vehicle width direction of the power unit P.

This break causes the front side member 12 to push the power unit P inward in the vehicle width direction. Then, the lateral force (inertial force) input to the power unit P, which is (one of) the mass concentrating portion in the automobile A, causes the automobile A itself to move to the anti-collision side (away from the barrier Br in the vehicle width direction). ). Thereby, the passing between the automobile A and the barrier Br is further promoted, and local deformation of the collision side end of the vehicle body B is prevented or effectively suppressed.

(Operation of connecting member)
Here, the connecting member 46 includes a front side member in which a part on the front end side, that is, the front part 48F of the pipe part 48, the intermediate part 48C, and the pipe joint part 52C of the front side joint part 52 are located on the rear side of the front side. Inclined away from 12. When a barrier Br (an opponent vehicle or the like) collides with the inclined portion, a part of the collision load is converted into a load Fy on the anti-collision side by the inclined portion. As a result, the connecting member 46 promotes the displacement of the barrier Br in the vehicle width direction, that is, the passing of the barrier Br described above.

Further, since a part of the front end side of the connecting member 46 is inclined as described above, the connecting member 46 has a projecting portion extending in the vehicle width direction and an extending portion extending rearward from the projecting portion. Compared with the character-shaped connecting member, the connecting path between the front side member 12 and the end plate 44 is short. For this reason, compared with the connection member according to the comparative example, the connection member 46 moves the front end of the front side member 12 in the vehicle width direction with less play (idle distance) due to rearward deformation or displacement associated with the minute lap collision. This produces an outward pulling action. Thereby, the connecting member 46 greatly promotes the folding of the front side member 12 due to the cooperation with the spacer 56.

Further, the front flange 30 joined to the front joint 52 of the connecting member 46 has a side wall 30S. The side wall 30S pushes the front end of the front side member 12 in the vehicle width direction when the barrier Br pushes the connecting member 46 rearward so that the front end of the front side member 12 is pulled outward in the vehicle width direction. Function. As a result, when the front end of the front side member 12 is pulled outward in the vehicle width direction, it does not depend on only the shearing of the bolts 42 as in the comparative example having no side wall 30S. Therefore, in the vehicle body front part structure 10, an outward tensile force in the vehicle width direction can be efficiently applied to the front end of the front side member 12 in the case of a minute lap collision.

Further, a weld nut 38 and a bolt 42 that jointly fasten the flange 52F of the connecting member to the front flange 30 of the front side member 12 are located on the inner side in the vehicle width direction from the center line dividing the front side member 12 into left and right. Including. For this reason, compared with the configuration in which the flange 52F is fastened to the front flange 30 only on the outer side in the vehicle width direction with respect to the center line, the front end of the front side member 12 as a whole (all cross sections) in the case of a minute lap collision. In the vehicle width direction). Furthermore, as described above, the connecting member 46 has the flange 52F fastened to the front flange 30 on both sides in the vehicle width direction. For this reason, compared with the structure where the flange 52F is fastened together with the front flange 30 only on one side with respect to the center line, the load (stress) is concentrated on a specific joint portion among the plurality of joints by joint fastening. Is suppressed.

As a result, in the vehicle body front structure 10, the front end of the front side member 12 is efficiently pulled outward in the vehicle width direction in the event of a minute lap collision, and the front side member 12 is bent at an appropriate place and timely. Contributes to generating. In addition, the front end 48 FF of the pipe portion 48 constituting the connecting member 46 projects forward from the front end of the front side member 12. For this reason, after compression of the crash box 14, before the front side member 12 receives compression due to a collision load, the operation of pulling the front end of the front side member 12 outward in the vehicle width direction by the connecting member 46 is started as described above. Can do. Thereby, the folding of the front side member 12 can be stably generated toward the inner side in the vehicle width direction (the folding direction of the front side member 12 is stabilized).

Further, the connecting member 46 constituting the vehicle body front structure 10 has a two-member configuration in which a front side joint portion 52 joined to a pipe portion 48 is a main panel 54 and a reinforcing panel 55. For this reason, compared with the comparative example using the front flange of 1 member structure, the arc welding part with the pipe part 48 can be increased. Thereby, in the case of a minute lap collision, the welding peeling between the pipe portion 48 and the front side joint portion 52 is prevented or significantly suppressed, and the front end of the front side member 12 described above is efficiently moved outward in the vehicle width direction by the connecting member 46. Can be pulled to.

In addition, here, for example, in the comparative example in which a through hole for joining the connecting member is formed in the front side member, the connecting member 46 does not include the connecting member when the collision design is performed with the connecting member attached. In this case, there is a concern that the through hole affects the collision performance. That is, there is a concern that the front collision performance differs depending on whether or not the connecting member is joined to the through hole. For this reason, in the comparative example in which the through hole for the above-mentioned use is formed in the front side member, it is difficult to share the structure with the vehicle that does not include the connecting member.

On the other hand, the connecting member 46 is attached to the front end of the front side member 12 in a state where the flange 52F of the front side joining portion 52 is sandwiched between the front flange 30 of the front side member 12 and the rear flange 40 of the crash box 14. It is joined. For this reason, in the vehicle body front structure 10, the connecting member corresponding to the micro lap collision is prevented or suppressed while preventing or suppressing the energy absorption characteristic (collision performance with respect to the front collision) at the time of the collision by the front side member 12 or the like. 46 can be provided.

As described above, in the vehicle body front structure 10, the vehicle body caused by the minute lap collision is achieved by the connecting member 46 that connects the front side member 12 and the end plate 44 while preventing or suppressing the influence on the collision performance by the front side member 12. Deformation can be suppressed.

In the vehicle body front structure 10, the front side member is suppressed while suppressing the influence on the collision performance with respect to the frontal collision with a vehicle that does not include the connecting member 46 (for example, a vehicle having a different structure corresponding to the micro-lap collision). 12 and the crash box 14 can be shared. That is, in the configuration provided with the connecting member 46 for suppressing the deformation of the vehicle body due to the minute lap collision, the vehicle body structure can be shared with the vehicle not provided with the connecting member 46.

In particular, the connecting member 46 is fastened to the apron upper member 26 by a bolt 58 and a weld nut 59 at the rear flange 50 on the rear end side, and the bolt 42 is connected to the front flanges 30 and 40 at the front joint portion 52 at the front end side. The weld nut 38 is fastened together. For this reason, for example, compared with a comparative example in which one or both of the front and rear ends of the connecting member are joined to the vehicle body B by welding or the like, a structure other than the connecting member 46 is shared with a vehicle that does not include the connecting member 46. Becomes easier.

The connecting member 46 is fastened in the front-rear direction by a bolt 58 and a weld nut 59 and joined to the end plate 44. For example, in the comparative example in which the connecting member is fastened by a bolt or the like penetrating the longitudinal wall portion of the apron upper member 26 in the vehicle width direction, the collision load is received by the bolt shear. On the other hand, since the fastening direction to the end plate 44 is the front-rear direction as described above, the collision load can be received as an axial force in the connecting member 46 (the rear portion 48R of the pipe portion 48). Thus, the connecting member 46 efficiently receives the load from the barrier Br without depending on the shear strength of the bolt 58.

(Spacer action)
Here, the spacer 56 is provided between the front side member 12 and the connecting member 46 so as to overlap the front side member 12 and the connecting member 46 in the vertical direction. For this reason, when the connecting member 46 deformed or displaced rearward due to the collision load at the time of the minute lap collision interferes with the spacer 56, the front side member 12 is pushed inward in the vehicle width direction by the spacer 56 as described above. By this action and the action of the connecting member 46 pulling the front end of the front side member 12 outward in the vehicle width direction, the front side member 12 is bent at the side of the power unit as described above, and the automobile A and the barrier Br are Shifting in the vehicle width direction is promoted.

Particularly, the spacer 56 is provided on the side surface 12S2 of the front side member 12 facing outward in the vehicle width direction. For this reason, at the time of the minute lap collision, the specific part of the front side member 12 (the part where the spacer 56 is installed) is pushed inward in the vehicle width direction by the spacer 56. Thereby, it is possible to cause the front side member 12 to be bent at an appropriate position in the case of a minute lap collision.

Further, the front portion 48F of the pipe portion 48 of the connecting member 46 extends substantially horizontally from the front joint portion 52 to the rear in a side view. For this reason, the front portion 48H is restrained from being displaced or deformed in the vertical direction by a backward load from the barrier Br, and is deformed or displaced along a substantially horizontal plane. The load from the front portion 48H is transmitted by the spacer 56 as a force pushing the front side member 12 inward in the vehicle width direction. This suppresses the occurrence of vertical component force during the transmission of the load. Therefore, compared with the configuration in which the load is transmitted from the connecting member inclined in the side view to the spacer, the spacer 56 is moved from the connecting member 46. The load transmission efficiency to the front side member 12 is improved. For this reason, the folding of the front side member 12 is promoted, and the load can be efficiently transmitted to the power unit P after the front side member 12 is folded, so that the vehicle A moves away from the barrier Br in the vehicle width direction. Movement is promoted.

Furthermore, the pipe joint portion 52C in the front side joint portion 52 of the connecting member 46 protrudes in the vertical direction with respect to the front portion 48F and faces the spacer 56. The load from the barrier Br is transmitted to the front side member 12 through the spacer 56 also through the pipe joint portion 52C. Thereby, compared with a configuration in which the joint portion does not protrude vertically with respect to the front portion 48F of the pipe portion 48, the collision load is efficiently applied to the front side member 12 in a wide range up and down via the pipe joint portion 52C and the spacer 56. Can be transmitted.

In the first embodiment, the example in which the connecting member 46 has the pipe portion 48 as the main body is shown, but the present invention is not limited to this. For example, instead of the pipe portion 46, a connecting member having a main body having a closed cross-sectional structure formed by joining a plurality of members and a main body that is an extruded product (a bent product thereof) may be employed.

In the first embodiment, the example in which the rear end of the connecting member 46 is joined to the end plate 44 is shown, but the present invention is not limited to this. For example, a connecting member whose rear end is joined to the apron upper member 26 or the fender apron 22 may be employed.

Furthermore, in the first embodiment, an example in which the front joint portion 52 includes the main panel 54 and the reinforcing panel 55 has been described, but the present invention is not limited to this. For example, you may employ | adopt the front side junction part of the structure (structure which comprises a pair of board part by one panel) which sandwiches the pipe part 48 (main body) by bending one panel. Further, for example, a front joint portion that is joined to the pipe portion 48 (main body) only from one side may be employed. Further, for example, a front side joining portion constituted by three or more panels may be adopted. That is, the front side joining part should just be joined with the pipe part 48 (main body) with required intensity | strength according to the load received in the case of a micro lap collision.

In the first embodiment, the pipe portion 48 of the connecting member 46 has the front portion 48F as the horizontal portion, but the present invention is not limited to this. For example, the front portion, that is, the portion that overlaps the spacer 56 in the vertical direction may have a pipe portion that is inclined or curved with respect to the longitudinal direction of the front side member 12 in a side view, and may constitute the connecting member. .

In the first embodiment, the example in which the spacer 56 provided on the side surface 12S2 of the front side member 12 is provided is shown, but the present invention is not limited to this. For example, the spacer 56 may be attached to the connecting member side or integrally provided, and the spacer may be supported by another part constituting the vehicle body B. Moreover, in the structure which provides the spacer 56 in the front side member 12, the joining structure of the spacer 56 with respect to this front side member 12 is not restricted to fastening, For example, welding, a fitting structure, etc. can be employ | adopted. Further, the spacer 56 may be omitted.

[Second Embodiment]
FIG. 9 is a perspective view showing the configuration of the main part of the vehicle body front structure 100 according to the second embodiment of the present invention. Further, FIG. 10 shows the vehicle body front structure 100 in a plan view, and FIG. 11 shows the vehicle body front structure 100 in a side view.

As shown in these drawings, the vehicle body front structure 100 includes a connecting member 102 having a rectangular closed cross section instead of the connecting member 46 having a pipe portion 48 having a circular closed cross section. The vehicle body front structure 100 includes a spacer (protruding member) 104 joined to the connecting member 102 instead of the spacer 56 that is spaced apart from the connecting member 46. This will be specifically described below.

(Connecting member)
The connecting member 102 is integrally extended from the front end portion of the apron upper member 26, and the front end portion is fixed to the front portion of the front side member 12. Specifically, the connecting member 102 is formed such that the rear portion 102R, the intermediate portion 102M, and the front portion 102F are connected in this order from the rear.

The rear portion 102R of the connecting member 102 extends downward and forward from the front end portion of the apron upper member 26. As shown in FIG. 11, the rear portion 102R in this embodiment is inclined at an angle closer to vertical than horizontal. The intermediate portion 102M extends downward and forward from the front end portion of the rear portion 102R. The intermediate portion 102M has an inclination angle that is closer to the horizontal than the rear portion 102R in a side view. In this embodiment, the intermediate portion 102M has an inclination angle of approximately 45 °. Further, as shown in FIG. 10, the intermediate portion 102M is inclined so that the front side is closer to the front side member 12 in the vehicle width direction than the rear side in plan view.

The front portion 102F of the connecting member 102 is disposed at the same height as the front side member 12 (overlapping in the vertical direction), and is located on the outer side in the vehicle width direction with respect to the front portion of the front side member 12. ing. The front end side of the front portion 102F extends inward in the vehicle width direction and reaches between the front side member 12 and the crash box 14. Further, the vehicle width direction outer side surface of the connecting member 102 (mainly the front portion 102F and the intermediate portion 102M) is a curved surface 102C which is curved on the rear side so as to be more outward in the vehicle width direction than the front side.

Before explaining the joint structure between the front portion 102F, the front side member 12, and the crash box 14, the entire structure of the connecting member 102 will be supplemented. The connecting member 102 includes a hat-shaped outer panel 108 that opens inward in the vehicle width direction and a hat-shaped inner panel 110 (see FIG. 10) that opens outward in the vehicle width direction. It is joined. Accordingly, the connecting member 102 has a closed cross-sectional structure having a rectangular cross section as described above. Further, on the front portion 102F side of the connecting member 102, the outer panel 108 has a cross-sectional hat shape in which the opening direction is substantially rearward, while the inner panel 110 has a flat plate shape that is joined to the upper and lower flanges of the outer panel 108. Yes.

From the inner end in the vehicle width direction of the front portion 102F of the inner panel 110, a flat flange 110F extends inward in the vehicle width direction, as shown in FIG. A flange 108F extending from the inner end of the outer panel 108 in the vehicle width direction is joined to a part of the flange 110F on the outer end side in the vehicle width direction from the front.

In the flange 110F, the thickness direction is along the front-rear direction, and the middle portion in the vertical direction is cut out from the inner side in the vehicle width direction. The flange 110F is sandwiched between the flange body 30F of the front flange 30 provided on the front side member 12 and the rear flange 40 provided on the crash box 14 between the flange body 40F. The flange 110F is joined to the flange main body 30F and the flange main body 40F by co-tightening at four fastening portions by screwing the weld nut 38 and the bolt 42. The flange 110F of the connecting member 102 corresponds to the joining plate portion.

The front end of the connecting member 102 described above is located in front of the front end of the front side member 12. Specifically, as shown in FIGS. 9 and 12, the outer panel 108 has a protruding portion 102P that protrudes forward with respect to the flange 108F. The front end of the projecting portion 102 </ b> P is positioned forward of the front end of the front side member 12.

(Spacer)
The vehicle body front structure 100 includes a spacer 104 joined to each of the front side member 12 and the connecting member 102. The spacer 104 is formed in a hollow triangular prism shape that is flattened up and down by joining a plurality of members formed of, for example, a sheet metal material, and outward from the front portion of the front side member 12 in the vehicle width direction. It protrudes. The spacer 104 is joined to the side surface 12S2 which is a wall portion on the outer side in the vehicle width direction of the front side member 12 by means such as welding.

Further, the spacer 104 has a load transmitting portion 106 that is inclined so as to be directed inward in the vehicle width direction from the front side on the rear side. The load transmitting portion 106 is configured as a wall on the outer side (rear side) in the vehicle width direction of the spacer 104. Specifically, the spacer 104 is mainly composed of an inner panel 112 joined to the front side member 12 and an outer panel 114 joined to the inner panel 112 and having a closed cross section with the inner panel 112. . As shown in FIG. 10, the outer panel 114 has a plan view from a high-rigidity portion (installation portion of the bulkhead 116) described later of the connecting member 102 to a joint portion with the side surface 12S2 of the front side member 12 at the rear portion of the spacer 104. Has reached.

The outer panel 114 is configured as a portion having high rigidity with respect to a backward load in the spacer 104, for example, by being thicker than the inner panel 112 or made of a material having high tensile strength. Therefore, in this embodiment, the load transmission unit 106 is mainly configured by the outer panel 114.

In addition, a front joint portion 106 </ b> A is provided at the front end portion of the load transmitting portion 106. The front joint 106A is bent along a back surface 102B (a rear wall portion 116R of a bulkhead 116 described later) of the front portion 102F of the connecting member 102, and is joined to the back surface 102B by means such as welding or bolt fastening. . On the other hand, a rear joint portion 106B is provided at the rear end portion of the load transmitting portion 106. The rear joint 106B is bent along the side surface 12S2 of the front side member 12, and is joined to the side surface 12S2 by means such as welding or bolt fastening.

(Bulkhead)
Further, as shown in FIGS. 9 and 10, a bulkhead 116 as a reinforcing member is provided in the cross section of the front portion 102 </ b> F of the connecting member 102. The bulkhead 116 is formed in a hat shape that opens rearward in a plan view. Specifically, the bulkhead 116 is spaced apart from the rear wall portion 116R that forms a hat-shaped bottom, a pair of arms 116A that extend forward from both ends in the vehicle width direction of the rear wall portion 116R, and the front ends of the arms. And a pair of left and right front flanges 116F extending in the vehicle width direction. The rear wall portion 116R is joined to an inner surface (front surface) of a portion forming the back surface 102B of the connecting member 102 in the inner panel 110 by means such as welding.

On the other hand, the pair of front flanges 116F are joined to the inner surface (rear surface) of the portion forming the front portion 102F of the outer panel 108 by means such as welding. More specifically, the front flange 116F on the inner side in the vehicle width direction is joined to the inner surface of the portion of the outer panel 108 that forms the protruding portion 102P. The front flange 116F on the outer side in the vehicle width direction is joined to the inner surface of the outer panel 108 that forms the front portion of the curved surface 102C.

As described above, in the vehicle body front structure 100, there is a path through which the rearward load input to the front end portion of the connecting member 102 is transmitted to the front side member 12 via the bulkhead 116 and the load transmitting portion 106 of the spacer 104. Is formed. Here, the bulkhead 116 has a reinforcing structure of a portion that transmits a load to the spacer 104 in the front portion 102 </ b> F of the connecting member 102. The bulkhead 116 forms a highly rigid portion at the front portion 102F of the connecting member 102.

On the other hand, the bulkhead 116 is a part of the spacer 104 (load transmitting portion) that transmits the load input to the projecting portion 102P to the front side member 12 independently of the connecting member 102 that transmits the load to the apron upper member 26. 106 as a front extension). Further, the front portion 102F of the connecting member 102, the bulkhead 116, and the spacer 104 are gathered together, and a member (gusset) that transmits a rearward load input to the front side member 12 to the outside in the vehicle width direction to the front side member 12. It is also possible to capture.

Other configurations of the vehicle body front structure 100 according to this embodiment are basically the same as those of the vehicle body front structure 10 according to the first embodiment, including a portion not shown. Therefore, the vehicle body front structure 100 can basically obtain the same effect by the same operation as that of the vehicle body front structure 10.

Further, in the vehicle body front structure 100, the load transmitting portion 106 of the spacer 104 is joined to the back surface 102B of the connecting member 102. Therefore, the load from the barrier Br can be transmitted to the side portion of the front side member 12 through the connecting member 102 (bulk head 116) and the spacer 104 before the deformation of the connecting member 102 starts. In particular, since the spacer 104 has the load transmitting portion 106 as described above, when a collision load is input from the front to the protruding portion 102P of the connecting member 102, the front side via the load transmitting portion 106 is used. A load can be efficiently transmitted to the side member 12. Since stress can be concentrated on the front side member 12 in the vicinity of the rear end of the load transmitting portion 106 (on the side of the power unit P), the front side member 12 can be bent inward in the vehicle width direction. it can.

In addition, since the protruding portion 102P of the connecting member 102 is positioned in front of the front end of the front side member 12, a collision load acts on the connecting member 102 prior to the front side member 12 after the crash box 14 is compressed. . Since the protruding portion 102P of the connecting member 102, which is the load input portion, is located on the outer side in the vehicle width direction with respect to the front side member 12, a moment in the direction of folding the front side member in the vehicle width direction acts on the collision load. For this reason, the folding of the front side member 12 to the inner side in the vehicle width direction is promoted.

As described above, in the vehicle body front structure 100, the displacement of the vehicle A in the vehicle width direction with respect to the barrier Br can be generated in a stable form in a short time from the start of the minute lap collision, and the displacement can be further promoted.

Further, since the front end portion of the load transmitting portion 106 of the spacer 104 is joined to the back surface 102B (rear wall portion 116R of the bulkhead 116) of the connecting member 102, the connecting member 102 and the load transmitting portion 106 are not affected by a collision load. It is possible to prevent the separation. Further, in the comparative example in which the spacer 104 is not joined to the connecting member 102, there is a concern that abnormal noise may be generated due to inadvertent interference between the connecting member and the load transmitting unit 106 due to vehicle vibration during normal driving. The In contrast, in the present embodiment, as described above, the front end portion of the load transmitting portion 106 of the spacer 104 is joined to the back surface 102B (the rear wall portion 116R of the bulkhead 116) of the connecting member 102. For this reason, the connecting member and the load transmitting portion 106 do not inadvertently interfere with each other due to the traveling vibration of the vehicle at normal times, and it is possible to prevent the generation of abnormal noise due to the interference.

In the second embodiment, the spacer 104 is formed in a triangular shape in plan view. However, the present invention is not limited to this, and the shape of the protruding member can be appropriately changed. For example, the protruding member may have a trapezoidal shape or a semicircular shape that protrudes outward in the vehicle width direction in plan view.

In the second embodiment, the crash box 14 as the shock absorbing portion is fixed to the front side member 12 of the front side member 12. However, the present invention is not limited to this, and the shock absorbing portion is the front side member 12. You may make it the structure integrally provided in the front part of the member. In this case, the front end portion of the connecting member is fixed to the rear side portion of the front side member relative to the shock absorbing portion.

Furthermore, in 2nd Embodiment, it was set as the structure which reinforces the front part 102F by attaching the bulkhead 116 as a reinforcement member in the cross section of 102 front part 102F formed in the hollow shape, but this invention is set as the structure. However, the configuration is not limited to this, and the reinforcing member may be omitted. In that case, for example, by forming the front part of the connecting member thicker than the other part of the connecting member (at least the part adjacent to the front part of the connecting member) (increasing the plate thickness of the material), the connecting member The front part may be reinforced. Moreover, since it is preferable that the front part of a connection member is comprised with the rigidity with respect to the load of the front-back direction at least, you may make it the structure which forms the 1 or several bead extended in the front-back direction, for example in the front part of a connection member. .

In the second embodiment, the vehicle width direction outer side surface of the front portion 102F of the connecting member 102 is configured to be a curved surface 102C that is curved so that the rear side is positioned on the vehicle width direction outer side with respect to the front side. The present invention is not limited to this, and the outer side surface in the vehicle width direction of the front portion of the connecting member may be configured along the front-rear direction, and is configured to be inclined so as to go outward in the vehicle width direction toward the rear side. May be.

Further, in each of the above-described embodiments, the example in which the vehicle body front structure 10 includes the connecting members 46 and 102 and the spacers 56 and 104 on both sides in the vehicle width direction is shown, but the present invention is not limited to this. For example, the connection members 46 and 102 and the spacers 56 and 104 may be provided only on one side in the vehicle width direction. In this case, on the side where the connecting members 46 and 102 and the spacers 56 and 104 are not provided, for example, a vehicle-mounted component may be used also as a spacer, or another micro lap collision countermeasure structure may be employed. .

Furthermore, in each of the above-described embodiments, an example is shown in which the front flange 30 extends downward and supports the rear end of the pipe member 34 and the front end of the lower member 32, but the present invention is not limited to this. Moreover, although this invention showed the example in which the front flange 30 has a pair of side wall containing the side wall 30S inside a vehicle width direction, this invention is not limited to this. The front flange 30 or a front flange that replaces the front flange 30 may have one or both of the pair of side walls.

In addition, it goes without saying that the present invention can be implemented with various modifications without departing from the gist thereof.

Hereinafter, the correspondence between the symbols used in this specification and the names of the respective parts is shown.
10 Front Body Structure 12 Front Side Member 14 Crash Box 22 Fender Apron (Fender Apron)
26 Apron Upper Member (Fender Apron)
30 Front flange 40 Rear flange 44 End plate (fender apron part)
46 Connecting member 48 Pipe (main body)
48F front (horizontal)
52 Front joint (joint plate)
52C Joint (opposite surface)
54 Main panel (plate material)
55 Reinforcement panel (plate material)
102 Connecting member 110F Flange (joint plate part)

Claims (6)

1. A front side member having a front flange formed on the front side in the vehicle longitudinal direction;
   A crash box joined to the front flange at the rear flange formed on the rear side of the vehicle longitudinal direction;
   The rear side of the vehicle front-rear direction is joined to the fender apron part, and the joining plate part formed on the front side of the vehicle front-rear direction is joined to the front flange in a state of being sandwiched between the front flange and the rear flange. In addition, the front side in the vehicle front-rear direction of the portion located on the outer side in the vehicle width direction with respect to the front side member is separated from the front side member outward in the vehicle width direction on the rear side of the front side in the vehicle front-rear direction in plan view. An inclined connecting member;
   Body front structure with
2. The connecting member includes a main body in which a cross section perpendicular to the longitudinal direction is a closed cross-sectional structure and the joining plate portion is joined to the front side in the vehicle front-rear direction.
   The vehicle body front part structure according to claim 1, wherein the joining plate portion includes two plate members joined to the main body by arc welding in a state of sandwiching the main body in a sectional view.
3. 2. The connecting member according to claim 1, wherein the joining plate portion is fastened to the front flange and the rear flange by a fastener, and a rear side in the vehicle front-rear direction is fastened to the fender apron portion by a fastener. The vehicle body front structure according to 2.
4. The vehicle body front part structure according to any one of claims 1 to 3, wherein the front flange has a side wall portion facing an inner side surface of the front side member in the vehicle width direction.
5. The vehicle body front portion according to any one of claims 1 to 4, wherein the joining plate portion is joined to the front flange at least at an inner portion in the vehicle width direction with respect to a vehicle width direction center of the front side member. Construction.
6. The vehicle body according to any one of claims 1 to 5, wherein the joining plate portion is joined to the front flange at an inner portion and an outer portion in a vehicle width direction with respect to a vehicle width direction center of the front side member. Front structure.

Images